Comparison test: Honda CBR 600 RR, Kawasaki ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6

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Comparison test: Honda CBR 600 RR, Kawasaki ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6
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Comparison test: Honda CBR 600 RR, Kawasaki ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6

Comparison test: Honda CBR 600 RR, Kawasaki ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6
Blown by the wind

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A comparison test in the Supersport class is always exciting. Especially when strong gusty cross winds are involved as a great stranger. Will the force of nature reveal new sides to the test candidates? Or even wreak havoc with the whole pecking order? Read about a windy experience for yourself.

Robert luck

05/14/2008

Blown by the wind

Imagine it’s war and nobody goes. A cool idea, as it clearly expresses the anti-authoritarian idea of ​​disobeying orders. The following story is less cool: Imagine you have the hottest 600cc super athletes in the pits, the Spanish sun is shining over Calafat, and you cannot ride a motorcycle because the changeable wind with its gusts of wind refuses to obey your command and keep blowing.

There it was again, this thought: What would I do if I were God ??? It should have been a smooth 600 series comparison test with all the bullying ?? In other words: lap times on standard tires burned into the asphalt by top drivers? and against his will became an extreme test with a special rating. Questions about a super sports car’s susceptibility to crosswinds can now finally be answered. And why is everyone interested in high-speed stability beyond 180 km / h, but never in the grass 50 centimeters from the start / finish straight? The off-road qualities of a 180 rear tire? we finally know her!

Joking aside, let’s face the elements. However, the determination of serious lap times was actually thwarted by the wind. Too great is the risk of a gust pushing a pilot off the runway; too unpredictable even harmless, but unfairly changeable headwind on the straight. After all, a gust of wind would have put one, two or more tenths on the watch that don’t belong there. The six hundred athletes in particular, which are bursting with sports genes, are even closer together than almost any other test field. Only the Triumph 675 sets clear accents here with its beefy three-cylinder.

Another elementary particle in our extreme test were the unit tires; Dunlop delivered with the GP Racer in the mixtures ?? M ?? for front and ?? E ?? for the rear explosive: The Honda and the Kawasaki got along with the pelts without complaint Yamaha became much more manageable and the Suzuki lost its righting moment, which was vehement on standard tires, when braking in an inclined position. Well, and the Triumph got the full broadside: It didn’t harmonize at all with the GP Racer in this specification. Their playful handling, the crispy feedback and their razor-sharp accuracy were gone. Like the famous stork through a salad, the 675 stalked around the course on the Dunlops. Which once again nourishes the knowledge that tires, as the link between motorcycle and asphalt, play a really important and decisive role in the life of a racer.

Regardless of the wind, let’s finally let the wild circular saws saw wildly in circles!

Suzuki GSX-R 600


Comparison test: Honda CBR 600 RR, Kawasaki ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6


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Black Beauty: The Suzi offers her pilot exciting hours for two.

The focus of interest is clearly the new one, the GSX-R 600. The K8-Gixxer is launched with a clear look and a slightly more reserved revision under the plastic. Modifications to the engine provide more midrange power with unchanged peak performance. The slipper clutch has been slightly overworked, as have the cam profiles and the injection system.

The electronically controlled steering damper and three different maps that the driver can call up using two buttons on the handlebar are known and adopted from the 1000 series. The most symbolic is the grown exhaust muffler: Like the entire motorcycle, it looks very large, and whatever noise it makes sounds harmless, downright boring. On the positive side: the K8 is very sophisticated. Especially in black, she is surrounded by a wallflower aura that doesn’t really fit a super athlete.

However, if the cable is stretched on the Gixxer, there is joy. The 600er pushes in a very balanced and mannered manner, doesn’t turn explosively, but freely through the speed range and doesn’t annoy with undue vibrations. Hard load change shocks are alien to the Suzi, the throttle response is soft and without blame.

Have you got used to their size? only the Kawasaki looks bigger and longer? it gets down to business very quickly. Although the gears don’t slip as easily as usual, the super-coordinated anti-hopping clutch at the corner entrance is convincing. The Showa chassis is comfortable, but with sporty reserves. Overall that is GSX-R 600 became a very good motorcycle; Its good-natured character will not set anyone’s heart ablaze, but it will be useful for everyday drivers and sporadic hobby racers.

Honda CBR 600 RR


Comparison test: Honda CBR 600 RR, Kawasaki ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6


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The Honda CBR 600 RR is equipped with a clear cockpit and an effective, electronically controlled steering damper.

The most noticeable similarities of the Honda CBR 600 RR and the Suzuki, their electronically controlled steering damper and their weight of exactly 186 kilograms are ready to drive. Otherwise, the CBR and Gixxer are clearly different: The Honda looks very compact and accommodates its pilot in a sporty and ergonomically comfortable way, but a little deep inside the motorcycle. Your seat cushion is, however, quite soft, which takes its toll on the road: after a few kilometers it sags and hits the pilot’s backside.

On the other hand, the engine proves to be tough: the engine may have pressure and a nice performance curve, but there are also dark downsides. These include its hard throttle response, the difficult-to-shift gearbox on the test bike and its high engine braking torque. In addition to the lack of an anti-hopping clutch, this is one of the reasons why the rear wheel not only makes the search for the right line more difficult, but sometimes even prevents it.

The steering feel and agility of the CBR are convincing. She lets herself clap from one side to the other, gives a transparent feel for her front wheel and can also be maneuvered nicely on the brakes.

At the exit of the curve, the steering damper comes into its own: it thwarts even the slightest bit of handlebar knocking, and takes the pilot away from the horror of stubbying stubs. On official routes, i.e. public roads, the Honda CBR 600 RR shines with its legendary balance and rideability. So if you are looking for luck beyond braking maneuvers in the last groove, you will make a good grip with the light Honda.

Kawasaki ZX-6R


Comparison test: Honda CBR 600 RR, Kawasaki ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6


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Whether the poisonous ninja fighter can successfully hold her nose against the wind this time as well?

Lightweight construction is not exactly what Kawasaki Heavy Industries is doing. As if the name had said it all, in 2007 Kawasaki put the revised ZX-6R in the shop window as a 203-kilogram chubby. 17 kilos heavier than Honda and Suzi, the big Kawa walks through life, full and sedate. In addition to their sheer mass, there are their dimensions. The flattest steering head angle, the longest caster, the longest wheelbase and the greatest overall length suggest that the ZX-6R is very stable but not particularly handy.

The biggest bonus of this configuration: little wheelie and kickback tendency when accelerating and incredible calmness on the brakes. No medal without a back: These points are at the expense of agility, which makes the more passive sitting position even worse; the ZX-6R looks like a large ship that stoically holds its course even on rough seas. Unfortunately, the powerful six-engine vibrates violently and in all speed ranges. The gearbox, which is easy to shift, the smooth throttle response and the very well coordinated anti-hopping clutch hardly manage to turn the tide in the drive rating. Overall, more running culture would be the order of the day and improvements urgently needed.

The stability-oriented geometry of the green is revealed in the winding curves. Quick shifting in alternating curves requires significantly more force than with the others, but the Kawa is full in the inclined position. Your feedback is good, corrections to the line in an inclined position are possible, but this involves physical effort. Their stoppers look similar to those of the Suzuki toothless and require a strong hand, but always have the mass safely under control.

Honda and Triumph show how things can be done better in this area: Both bite into their windows, although the braking power of the CBR is easier to dose because it acts quite linearly. The 675, on the other hand, even works degressively, its stoppers bite very hard on first access, but then add less braking power when they follow up than they require with manual force.

Triumph Daytona 675


Comparison test: Honda CBR 600 RR, Kawasaki ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6


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Can the sporty English woman prevail and outdo her opponents?

The three-cylinder, rightly often praised and praised, does its job much more linearly than the Daytona’s brakes. The triple goes to work very casually and powerfully, pushes forward from idle, pushes brawny through the middle and is far too early in the life-saving limiter. The smooth, yet direct throttle response is convincing, as is the conventional clutch, which can be dosed so finely that you don’t even miss an anti-hopping mechanism.

If there is anything to criticize about the British engine, it is the transmission: The gearbox is definitely the worst in the test field. It cannot even be operated with force, only with force, and even then the gears do not lock precisely and reliably. Even if the transmission has never been the parade discipline of the Daytona, we’ve seen it better on other test motorcycles. A small addition to the top-end power would also be desirable so that the pilot can feel more clearly when he is approaching the rev limiter. In the current configuration, it happens too often that the locking motor brakes the pilot even though he is not yet expecting it.

Unfortunately, the fork of the Test-675 turned out to be a soul mate of the transmission: After about 30 millimeters of compression travel, it stuck violently, did not spring through neutrally, which was clearly noticeable in the response behavior. In addition, the Dunlop standard tires impair their dreamlike handling and great steering precision. The Pirelli Supercorsa Pro, which is fitted as standard, harmonizes worlds better with the British.

Yamaha YZF-R6


Comparison test: Honda CBR 600 RR, Kawasaki ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6


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Countless pretty details adorn the R6. Regardless of whether it is the brake calipers with the screwed-in covers or the neatly crafted shock absorber.

With the Yamaha, on the other hand, the Dunlop skin makes an excellent deal. Compared to the production tire, it inspires the R6, giving it an incredibly sharp handling that makes it so greedy. In general, the Test-Yam is really good in the forage: With 116 HP on the rear wheel, it surpasses the entire competition for 5 horses, which is a small world in the 600 series.

However, this does not change the fact that the R6 still has the red lantern attached to it when it comes to drafting and that the Gixxer, Honda and Kawa have to pour it for around a second, and the 675 even 2.7 seconds. In everyday operation on the road, this causes a lot of hardship, on the country road the R6 driver is definitely the proll in the pack because he is the loudest on the road. The hour of the R6 strikes on the racetrack, there it takes cruel revenge: As soon as the five-digit speed range has been reached, there is no stopping it. She pulls away mercilessly, devouring the straights like a hungry piranha and brakes on curves of all radii as if there was no tomorrow.

The Yamaha is radical and polarized. Their sporty firmness and the stiff chassis can only burn, heat, race. Everything about it is optimized to go around in circles as quickly as possible. Who cares about long-distance comfort and maintenance costs? Entertainment is when there is plenty going on. Incidentally, Dunlop’s GP racers also contribute to this. The new shoes of the R6 not only grip extremely well, but also leave their initial tires ?? same brand, by the way ?? look really bad. Another thing that polarizes.

So what remains after four windy days? At least once the realization that every race training participant has to add another element to their bedtime prayer: In the age of climate change, it is no longer enough to long for a dry track. It should also be calm if you really want to attack.

Measurements

King of speed and power is the fat Yamaha. Its very top performance characteristics have another advantage on the racetrack: it has a large over-rev reserve, which can save one or the other gear change. At least as impressive and much more drivable in everyday life is the Triumph’s torque level. It always and everywhere presses more Newton meters on the roll than the assembled competition. Although the Kawasaki has good top-end power, it is only slightly above the top Yamaha at lower speeds and has to let it run away from 9500 rpm. Surprisingly, the new Suzuki engine surpasses the Honda. When driving, however, the Gixxer drive feels a bit less toothless than that of the CBR 600 RR.

Conclusion


Comparison test: Honda CBR 600 RR, Kawasaki ZX-6R, Suzuki GSX-R 600, Triumph Daytona 675, Yamaha YZF-R6


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Ladies choice: They all look shiny, but which of them knows what pilots want?

Applause applause. Even under adverse conditions, the powerful and easy-to-drive Triumph makes it to first place. Closely followed by Honda and Yamaha, which could hardly be more different. If the CBR 600 RR weakened on the track this time, the YZF-R6 shone right there. The GSX-R on rank 4 generally has no major weaknesses, but apart from its balance, it has no trump card up its sleeve. The bottom of the row is the ZX-6R: clearly too heavy, its engine uncultivated.

Data: Honda CBR 600 RR

drive
Four-cylinder in-line engine, 4 valves / cylinder, 88 kW (120 PS) at 13500 / min *, 66 Nm at 11250 / min *, 599 cm3, bore / stroke: 67.0 / 42.5 mm, compression: 12.2 : 1, ignition / injection system, 40 mm throttle valves, multi-disc oil bath clutch, six-speed gearbox, G-Kat

landing gear
Light alloy bridge frame, steering head angle: 66.5 degrees, caster: 98 mm, wheelbase: 1375 mm, Ø fork inner tube: 41 mm, adjustable spring base, compression and rebound damping. Central spring strut with deflection, adjustable spring base, compression and rebound damping, spring travel front / rear: 120/135 mm

Wheels and brakes
Cast light alloy wheels, 3.50 x 17 ?? / 5.50 x 17 ??, front tires: 120/70 ZR 17, rear: 180/55 ZR 17 First tires: Bridgestone BT 015 ?? E ??, 310 mm double disc brakes with four-piston fixed calipers at the front, 220 mm single disc brakes with single-piston floating calipers at the rear

mass and weight
Length / width / height: 2010/685/1105 mm, seat / handlebar height: 810/810 mm, handlebar width: 645 mm, 186 kg fully fueled, v./h .: 51.1 / 48.9%

Rear wheel power in last gear: 80 kW (109 PS) at 236 km / h

Performance
Acceleration 0 100/150/200 km / h 3.2 / 5.7 / 9.9 s,
Pulling speed: 50 100/100 150 km / h: 5.7 / 6.1 s
Top speed: 265 km / h *

consumption
Fuel type: Super unleaded, average consumption: 9.2 liters / 100 km, tank capacity / of which reserve: 18 / 3.5 liters, range: 196 km

Price: 10790 Euro (plus additional costs)

Data: Kawasaki ZX-6R

drive
Four-cylinder in-line engine, 4 valves / cylinder, 91.9 kW (125 PS) at 14000 / min *, 66 Nm at 11700 / min *, 599 cm3, bore / stroke: 67.0 / 42.5 mm, compression: 13 , 3: 1, ignition / injection system, 38 mm throttle valves, mechanically operated anti-hopping multi-plate oil bath clutch, six-speed gearbox, G-Kat

landing gear
Light alloy bridge frame, steering head angle: 65.0 degrees, caster: 110 mm, wheelbase: 1405 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, rebound and compression damping, central spring strut with deflection, adjustable in Spring base, rebound and compression damping, spring travel front / rear: 120/133 mm

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 ?? / 5.50 x 17 ??, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Bridgestone BT 015 ?? E ?? / ?? J ??, 300 mm double disc brake with four-piston fixed calipers at the front, 210 mm single disc with single-piston floating caliper at the rear

mass and weight
Length / width / height: 2105/720/1125 mm, seat / handlebar height: 820/835 mm, handlebar width: 655 mm, 203 kg fully fueled, v./h .: 50.2 / 49.8%

Rear wheel power in last gear: 81.5 kW (111 PS) at 236 km / h

Performance
Acceleration 0 100/150/200 km / h 3.4 / 5.8 / 9.9 s;
Pulling speed: 50 100/100 150 km / h 5.8 / 6.1 s
Top speed: 262 km / h *

Consumption:
Fuel type: Super unleaded, average consumption: 9.1 liters, tank capacity / of which reserve: 17.4 / k. A. liters, range: 191 km

Price: 10665 Euro (plus additional costs)

Data: Suzuki GSX-R 600

drive
Four-cylinder in-line engine, four valves / cylinder, 92.0 kW (125 PS) at 13500 / min *, 68 Nm at 11500 / min *, 599 cm3, bore / stroke: 67.0 / 42.5 mm, compression ratio: 12 , 5: 1, ignition / injection system, 400 mm throttle valves, mechanically operated anti-hopping multi-disc oil bath clutch, six-speed gearbox, G-Kat

landing gear
Light alloy bridge frame, steering head angle: 66.2 degrees, caster: 97 mm, wheelbase: 1400 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, rebound and compression damping, central spring strut with deflection, adjustable in Spring base, rebound and compression damping, spring travel front / rear: 120/130 mm

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 ?? / 5.50 x 17 ??, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Bridgestone BT 016 ?? M ??, 3110 mm double disc brake with Four-piston fixed calipers at the front, 220 mm single disc with single-piston floating caliper at the rear

mass and weight
Length / width / height: 2020/800/1090 mm, seat / handlebar height: 820/860 mm, handlebar width: 630 mm, 186 kg fully fueled, v./h .: 51.0 / 49.0%

Rear wheel power in last gear: 81 kW (110 PS) at 233 km / h

Performance
Acceleration 0 100/150/200 km / h 3.4 / 5.9 / 10.1 s;
Pull-through: 50 100/100 150 km / h 6.3 / 5.8 s
Top speed: 260 km / h *

consumption
Fuel type: Super unleaded, average consumption: 9.0 liters, tank capacity / of which reserve: 17.0 / k. A. liters, range: 189 km

Price: 10490 Euro (plus additional costs)

Data: Triumph Daytona 675

drive
Three-cylinder in-line engine, 4 valves / cylinder, 90.4 kW (124 hp) at 12600 / min *, 72 Nm at 11600 / min *, 675 cm3, bore / stroke: 74.0 / 52.3 mm, compression ratio: 12 , 7: 1, ignition / injection system, 44 mm throttle valves, mechanically operated multi-plate oil bath clutch, six-speed gearbox, G-Kat.

landing gear
Light alloy bridge frame, steering head angle: 66.5 degrees, caster: 87 mm, wheelbase: 1392 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable spring base, compression and rebound damping, adjustable central spring strut with deflection in spring base, compression and rebound damping, spring travel front / rear: 110/130 mm

Wheels and brakes
Cast light alloy wheels, 3.50 x 17 ?? / 5.50 x 17 ??, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Pirelli Super-corsa Pro, 308 mm double disc brakes with four-piston fixed calipers front, 220 mm single disc with single-piston floating caliper at the rear.

mass and weight
Length / width / height: 2047/765/1115 mm, seat / handlebar height: 840/850 mm, handlebar width: 660 mm, 190 kg fully fueled, v./h .: 50.9 / 49.1%

Rear wheel power in last gear: 81 kW (110 PS) at 224 km / h

Performance
Acceleration 0 100/150/200 km / h 3.4 / 5.9 / 9.9 s;
Pull: 50 100/100 150 km / h 4.7 / 5.5 s
Top speed: 260 km / h *

consumption
Fuel type: Super unleaded, average consumption: 8.7 liters, tank capacity / of which reserve: 17.4 / k. A. liters, range: 200 km

Price: 10440 Euro (incl. Ancillary costs)

Data: Yamaha YZF-R6

Drive:
Four-cylinder in-line engine, 4 valves / cylinder, 94.9 kW (129 hp) at 14500 / min *, 66 Nm at 11000 / min *, 599 cm3, bore / stroke: 67.0 / 42.5 mm, compression ratio: 13 , 1: 1, ignition / injection system, 45 mm throttle valves, mechanically operated anti-hopping multi-plate oil bath clutch, six-speed gearbox, G-Kat.

landing gear
Light alloy bridge frame, steering head angle: 66 degrees, caster: 97 mm, wheelbase: 1380 mm, upside-down fork, Ø fork inner tube: 41 mm, adjustable in spring base, compression and rebound damping, central spring strut with deflection, adjustable in spring base, pressure and rebound damping, spring travel front / rear: 115/120 mm

Wheels and brakes
Light alloy cast wheels, 3.50 x 17 ?? / 5.50 x 17 ??, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, first tires: Dunlop Qualifier ?? PT ??, 310 mm double disc brakes with four pistons Fixed calipers at the front, 210 mm single disc with single-piston floating caliper at the rear

mass and weight
Length / width / height 2040/705/1100 mm, seat / handlebar height 830/810 mm, handlebar width: 650 mm, 192 kg fully fueled, v./h .: 52.3 / 47.7%

Rear wheel power in last gear: 85 kW (116 hp) at 238 km / h

Performance
Acceleration 0 100/150/200 km / h 3.5 / 5.7 / 9.7 s;
Pulling speed: 50 100/100 150 km / h 6.5 / 6.4 s
Top speed: 270 km / h *

consumption
Fuel type: Super unleaded, average consumption: 9.2 liters, tank capacity / of which reserve: 17.5 / 3.4 liters, range: 190 km

Price: 11315 Euro (plus additional costs)

valuation

Honda CBR 600 RR

Drive: ****
Without anti-hopping, the stamping rear wheel messes up the line when driving in, the hard throttle response when applying the gas. But the four-man has a lot of pressure.

Landing gear: ***
Handling, feedback and steering behavior are good, but accuracy is a victim of the hard throttle response and the punching rear wheel.

Ergonomics: *****
Sit on it and feel good. The CBR masters the balancing act between the racetrack and everyday comfort perfectly, but could offer more space at the rear.

Driving pleasure: ****
The CBR can be hated for its two bad habits mentioned above. She masters everything else very well and gives her pilot enthusiasm.

PS judgment: 16 stars, 2nd place
The CBR lands in second place because it has an annoyingly bad throttle response and no slipper clutch. That doesn’t save even the best ergonomics.

Kawasaki ZX-6R

Drive: ****
The Kawa engine runs rough, always vibrates and has good power from 10,000 rpm. Good throttle response and a great AH clutch score extra.

Landing gear: ***
The 6 series is full, but in direct comparison to the competition it looks very sluggish and requires a strong hand when changing lean angles quickly.

Ergonomics: ****
The Kawasaki looks very long, but offers the pilot plenty of space to hide behind the windshield at high speed. Something more compact would be better.

Driving pleasure: ***
The Kawa is under pressure, but it vibrates. It is full and stable, but gives a sluggish and almost unwieldy turn. That spoils the driving pleasure a lot.

PS judgment: 14 stars, 5th place
The kawa lacks fine-tuning. It’s heavy, the engine is rough and the seating position is stale? The transmission and clutch, on the other hand, work perfectly.

Suzuki GSX-R 600

Drive: *****
The new Suzuki drive acts smoothly without ups and downs. Throttle response and AH clutch inspire, the transmission is surprisingly bony.

Landing gear: ****
On its series tires, the Gixxer stands up strongly when braking in an inclined position. Otherwise it lies well, but is rather comfortably tuned.

Ergonomics: ***
On the GSX-R, the man is accommodated too passively. It feels like sitting in instead of on the motorcycle. It is the only one with adjustable notches.

Driving pleasure: ***
In other words, the Gixxer is a sleeping pill: Zero emotion comes from it. In return, she offers a good and tame driving behavior.

PS judgment: 15 stars, 4th place
The Gixxer has become a velvety cuddly tiger. She looks good and doesn’t really knock you off your feet. After all, not the last place for her.

Triumph Daytona 675

Drive: ****
The 675’s transmission is bony and difficult to shift. Without this clear shortcoming and with a little more top-end power, the triple would be perfect.

Landing gear: ****
This 675 is a stunner. Direct, playful and stable, it inspires? as long as they are on ?? their ?? Tire stands. However, the fork of the test bike was stuck.

Ergonomics: ****
The lively English lady may seem tiny, but offers plenty of space to work. Your pegs and handlebar halves are very well positioned.

Driving pleasure: *****
The 675 is a very good motorcycle with enormous fun and emotional potential. Go your own way! The sound of the three-cylinder alone inspires.

PS judgment: 17 stars, 1st place
The 675 is independent, has a strong character, and is also very fast and compact. The Japanese could learn emotional motorcycle construction from her. If you wanted to.

Yamaha YZF-R6

Drive: ****
A perfect AH clutch, short, precise shifting paths and good manners unfortunately cannot hide the very high power output.

Landing gear: ****
The R6 is incredible on the brakes. Even when fully anchored, the line can still be varied playfully. But it doesn’t work without a steering damper!

Ergonomics: ****
The Yam is made very race-like, and offers the pilot the most generous amount of space and the most active seating position. Your wind protection is very good.

Driving pleasure: ****
You hate them or love them. The R6 is extremely built and therefore polarizes tremendously. Give her some time and she’ll win you over.

PS judgment: 16 stars, 2nd place
Slightly revised, the extreme R6 is on par with the CBR. Although this is easier to handle, the Yamaha, on the other hand, is more consistent and warm.

Dunlop GP Racer

The Sportmax GP Racer D 209 is a tire specially tailored for racing training, which, in addition to a good grip, shows above all a brisk warm-up behavior. In the windy and quite cool Calafat, he kept the promise and was fully resilient after almost two laps. Under these conditions it lasted 250 km and then began to tear noticeably on the flanks. What was particularly noticeable was the disharmony between the Daytona 675 and the tire that worked well on all of the other test bikes. The GP Racer is available in the usual sizes and as a pure slick. Approvals: www.dunlop.de.

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